CN115427708A

CN115427708A - Torsional vibration damper with a couplable shock absorber system and powertrain comprising such a torsional vibration damper

Info

Publication number: CN115427708A
Application number: CN202180029846.6A
Authority: CN
Inventors: 艾兰·鲁西; 马丁·豪斯勒; 洛朗·塞里奥特; 拉斯洛·萨卡迪
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-04-22
Filing date: 2021-03-10
Publication date: 2022-12-02
Also published as: EP4139585A1; WO2021213569A1; DE102020110889B4; DE102020110889A1

Abstract

The invention relates to a torsional vibration damper (1) for damping rotational irregularities of a drivable shaft (2) drivable by an internal combustion engine, comprising: a damping device (3) having, in a torque flow from the shaft (2) to an output shaft (4), a primary side (5) arranged for receiving a torque and a secondary side (6) arranged for transferring the torque to the output shaft (4); and a shock absorber system (8) which is couplable to the damping device (3) via a coupling assembly (7). The coupling assembly (7) produces an at least partial operative connection between the shock absorber system (8) and the damping device (3) in a first switching position and releases the operative connection in a second switching position, and the shock absorber system (8) is supported on the secondary side (6) of the damping device (3). The invention also relates to a powertrain (11) for an internal combustion engine-driven motor vehicle for transmitting torque from a crankshaft (2) connected to a drive source to an output shaft (13), comprising a torsional vibration damper according to the invention, which is arranged in the torque flow between the crankshaft (2) and the output shaft (13).

Description

Torsional vibration damper with a couplable shock absorber system and powertrain comprising such a torsional vibration damper

Technical Field

The invention relates to a torsional vibration damper for damping rotational irregularities of a drivable shaft which can be driven by an internal combustion engine, comprising: a damping device having a primary side arranged to receive torque and a secondary side arranged to transmit torque to the output shaft in a torque flow from the shaft to the output shaft; and a shock absorber system which can be coupled to the damping device via a coupling assembly which, in a first switching position, produces at least part of an operative connection between the shock absorber system and the damping device and, in a second switching position, releases said operative connection.

Background

Detachable centrifugal pendulums are already known from the prior art. For example, DE 10 2017 204 558 A1 discloses a torsional vibration damper, i.e. a centrifugal pendulum, having a damping device and a shock absorber system which can be connected to the damping device via a coupling assembly. The coupling assembly can be provided in a first switching position for carrying out a switching process to establish at least a partial operative connection between the structural unit of the shock absorber system and the damping device and in a second switching position for carrying out a switching process to cancel at least a partial operative connection between the structural unit of the shock absorber system and the damping device. The coupling assembly has, on the one hand, a control device by means of which the switching process of the coupling assembly can be triggered in each case as a function of the load, and, on the other hand, is provided with an adjusting device by means of which the coupling assembly can be set in one of the two switching positions of the coupling assembly. In other words, DE 10 2017 204 558 A1 discloses a system in which a separating clutch (friction clutch) between the centrifugal pendulum and the clutch disk is activated by a control device. The activation is performed by a relative rotation between the driver disc and the hub flange.

Another document, DE 10 2017 130 831 A1, also discloses a friction clutch for coupling a drive shaft of a motor vehicle engine to a transmission input shaft of a motor vehicle transmission, which friction clutch has: an opposing plate for introducing torque; a clutch disc which can be pressed together with the counter plate in a friction fit manner for dissipating torque to the transmission input shaft; and a centrifugal pendulum which can be rotated relative to the transmission input shaft in the axial direction between the counter plate and the clutch disk for torsional damping of rotational irregularities in the torque, wherein the centrifugal pendulum is coupled in the closed state of the friction clutch between the counter plate and the clutch disk in a friction-fit and/or form-fit manner, in particular pressed between the counter plate and the clutch disk. Due to the centrifugal pendulum which can be pressed between the counter plate and the clutch disk, the torsional vibration damping for the transmission input shaft can be switched in a simple manner, so that a simple configuration of the vibration-damped powertrain is possible. In other words, in DE 10 2017 130 831 A1 the centrifugal pendulum can be closed by the main clutch actuation.

Another example of a centrifugal pendulum is disclosed in DE 10 2014 223 477 A1. A vibration damper unit, in particular a clutch disc of a friction clutch for coupling a drive shaft of a motor vehicle engine to a transmission input shaft of a motor vehicle transmission, is provided with: a hub, in particular for non-rotatably connecting to a transmission input shaft; a damper system, in particular a disc damper, for damping torsional vibrations in the introduced torque, wherein the damper system has a primary flange which is connected to the hub in a non-rotatable manner and a secondary flange which can be rotated at least to a limited extent relative to the primary flange, and wherein the secondary flange is supported on the primary flange via a ramp system for axial displacement of the secondary flange relative to the primary flange by changing the axial extent of the ramp system; a torsional vibration damper, in particular a centrifugal pendulum, mounted on the hub such that it can rotate relative thereto for damping rotational irregularities by generating a restoring torque against one of the rotational irregularities, wherein the torsional vibration damper is coupled to the hub in a friction-fit manner by means of a frictional force exerted by the secondary flange in a closed position of the ramp system and decoupled from the hub in an open position of the ramp system. By decoupling the torsional vibration damper from the low contact pressure of the secondary flange in the case of low torques and coupling the torsional vibration damper with the high contact pressure of the secondary flange in a friction-fitting manner in the case of high torques, the mass moment of inertia of the torsional vibration damper can be decoupled during a switching process of the transmission input shaft which is coupled to the damper unit in a non-rotatable manner, so that a damping of torsional vibrations in the drive train of the motor vehicle can be achieved with low wear levels and small installation space requirements.

Furthermore, WO 2018/215018 A1 shows another torsional vibration damper with a torque limiter, in particular a clutch disc for use in a powertrain of a motor vehicle. The torsional damper has an input member rotatably mounted about an axis of rotation and an output member arranged such that it can rotate about the axis of rotation to a limited extent against the action of spring means. At least two torque-transmitting intermediate elements are arranged between the input part and the output part by means of a cam mechanism, such that they can be displaced radially when the input part and the output part rotate relative to one another, wherein the configuration of the cam mechanism and/or the design of the spring device results in the drive torque, when there is a relative rotation between the input part and the output part, forming a torsional characteristic curve with respect to the torsion angle, which has a damping stage and an end stage adjacent to the damping stage, wherein the damping stage represents the damping capacity of the drive torque with respect to the torsion angle, and the end stage comprises a torque limitation of the drive torque with respect to the torsion angle.

For example, DE 10 2018 108 049 A1 also shows a clutch disk for a friction clutch of a motor vehicle, which clutch disk has an input part which can be rotated about an axis of rotation and has friction linings, an output part which can also be rotated about the axis of rotation, and a rocker damper which couples the input part to the output part, wherein the rocker damper also has a first flange region which is connected to the input part, a second flange region which is connected to the output part and can be rotated about the axis of rotation within a limited angular range relative to the first flange region, and two intermediate parts which are each coupled to the two flange regions in a moving manner via slotted guides, and wherein a spring unit interacts with the slotted guides such that, when the flange regions are rotated relative to one another, a relative movement of the intermediate parts towards one another is suppressed by the spring unit, wherein the friction means are arranged inside or outside the spring elements of the spring unit and have the following effects: the friction means generates a higher friction force in a first relative movement range of the intermediate member than in a second relative movement range of the intermediate member deviating from the first movement range, said friction force inhibiting the relative movement of the intermediate member.

Furthermore, WO 2019/158148 A1 discloses an example of a friction clutch having a centrifugal pendulum, a hub and a common axis of rotation. In this case, the centrifugal force pendulum has at least one flange and a plurality of pendulum masses, wherein the pendulum masses are arranged on the at least one flange in such a way that they can be moved at least relative to the axis of rotation and relative to the at least one flange in the radial direction, the centrifugal force pendulum is switchable and can be connected to the hub in a non-rotatable manner, and the at least one flange and the hub can be connected in a non-rotatable manner via a first connection which is positively matched in the circumferential direction.

Furthermore, it is therefore known that, when the manual transmission is in the process of shifting, the magnitude of the mass moment of inertia of the clutch disk has an influence on the shifting process. In the case of larger mass moments of inertia (mass moment of inertia > mass moment of inertia of clutch disk and centrifugal pendulum) the switching comfort, switching force, synchronization time or the load on the synchronization element can be more critical. If the centrifugal force pendulum is decoupled during a shift of the transmission, the additional mass moment of inertia of the centrifugal force pendulum does not have the disadvantage.

Disclosure of Invention

It is therefore an object of the present invention to further develop or optimize vibration dampers known in the prior art. Thus, in particular, a torsional vibration damper should be provided which can be operated with an additional shock absorber system without interrupting or negatively affecting the function of the main clutch. Furthermore, the separable shock absorber system according to the present invention should be configured to generate/generate main friction in the clutch disc of the damping device.

According to the invention, this object is achieved by a generic device in which the shock absorber system is supported on the secondary side of the damping device.

This has the advantage that the shock absorber system can be decoupled or coupled from the damping device depending on the applied load, i.e. the torque of the shaft.

Advantageous exemplary embodiments are claimed in the dependent claims and are explained in more detail below.

In a preferred exemplary embodiment, the coupling assembly can be switched, in particular automatically switched, between the first switching position and the second switching position as a result of a relative rotational movement between the driver disk and the hub of the damping device. This means that the coupling and decoupling of the shock absorber system is automatically triggered, so that no additional external switching device is required.

According to the invention, it may be advantageous if the coupling assembly is designed as a normally disengaged clutch. In this case, the coupling assembly may be arranged to produce an operative connection between the damping device and the shock absorber system in a friction-fit or form-fit manner in the first switching position. According to an advantageous development, the coupling assembly can preferably be provided to couple the shock absorber system to the damping device in a friction-fit manner in the first switching position. It is particularly advantageous if the coupling assembly is designed as a conical clutch with a conical ring which is arranged on the damping device and which is connected to a conical surface of the shock absorber system in a friction-fit manner in the first switching position. Furthermore, in order to improve the friction properties, an intermediate ring, preferably made of plastic, may be arranged between the conical ring of the damping device and the conical surface of the shock absorber system.

In addition, it is particularly preferred that the damping device is designed as a rocker damper. Alternatively, however, the damping device can also be designed in any other way such that on the one hand as many standard components as possible can be used, but on the other hand a high degree of modularity is also ensured.

It is also advantageous that the shock absorber system is designed as a centrifugal pendulum, preferably as a double-flange design, i.e. with a two-piece centrifugal pendulum flange arranged on both sides of the pendulum mass, which allows the use of standard components or standardized assemblies with a high degree of modularity.

Furthermore, it is particularly advantageous to provide a ramp system with a ramp disk arranged in a non-rotatable manner on the damping device and a ramp ring which can be displaced axially relative to the ramp disk in dependence on the load of the shaft for establishing an operative connection between the damping device and the shock absorber system, since this means that the displacement of the ramp ring can be carried out easily and automatically and thus the production of an operative connection between the damping device and the shock absorber system can be achieved.

According to a further advantageous development, in addition to the generation of the axial force, the disc spring can also be arranged to generate an operative connection between the damping device and the shock absorber system. The use of standard components, such as disc springs, helps to reduce costs.

The invention also relates to a powertrain for a motor vehicle for transmitting torque from a crankshaft connected to a drive source, preferably designed as an internal combustion engine, to a transmission input shaft, wherein a torsional vibration damper according to the invention is arranged in the torque flow between the crankshaft and the transmission input shaft.

In other words, according to the invention, the solution to the above-mentioned problem is that the detachable centrifugal pendulum is fixed on the hub flange of the rocker damper by means of a cone clutch (friction clutch with power amplification). The axial force and axial movement required for the cone clutch are generated by a ramp system. The ramp system is driven by the relative rotation of the driver disk and hub flange of the rocker damper. Thus, the cone clutch is modulated by the main clutch torque. Torque build up of the cone clutch. In the first case, in which no torque is transmitted in the main clutch, the cone clutch is open and the centrifugal pendulum is therefore decoupled, which is why the clutch disk forms a mass moment of inertia without the centrifugal pendulum. In the second case with torque transmission in the main clutch, the cone clutch is closed and the centrifugal pendulum is coupled, so that the clutch disk interacts with the centrifugal pendulum to form a mass moment of inertia and this is represented by the main damper friction. The system can be combined not only with rocker dampers, but also with conventional damping clutch discs.

In other words, the invention relates to a rocker damper with a centrifugal pendulum, preferably of double-flange design, which is detachably connected to the flange of the rocker damper by means of a (usually disengaged) conical clutch. The axial force and axial movement required for the cone clutch are generated by a ramp system. The ramp system is actuated by relative rotation of the driver disk of the rocker damper with respect to the hub flange of the rocker damper. In principle, this type of actuation can also be used for other torsional vibration dampers.

Drawings

The invention is explained below with the aid of the figures. In the drawings:

figure 1 shows a schematic diagram of a powertrain with a torsional vibration damper according to a preferred exemplary embodiment,

figure 2 shows an exploded perspective view of a torsional vibration damper according to a preferred exemplary embodiment,

FIG. 3 shows a cross-sectional view of a torsional vibration damper according to a preferred exemplary embodiment, an

Fig. 4 shows another cross-sectional view of a torsional vibration damper according to a preferred exemplary embodiment.

The drawings are merely schematic in nature and are used for understanding the present invention. Like elements are provided with like reference numerals. Features of the exemplary embodiments may be interchanged.

Detailed Description

Fig. 1 shows a schematic illustration of a torsional vibration damper 1 which is provided to damp rotational irregularities of a crankshaft 2 with a damping device 3. For this purpose, the damping device 3 is arranged in the torque flow between the crankshaft 2 and an output shaft 4, which is embodied, for example, as a transmission input shaft. The torsional vibration damper 1 according to the preferred exemplary embodiment has a damping device 3 with a primary side 5 or input part for receiving torque from the crankshaft 2 and a secondary side 6 or output part for transmitting torque to an output shaft 4, such as a transmission input shaft, and a shock absorber system 8 which can be coupled to the damping device 3 via a coupling assembly/shock absorber coupling 7. The coupling assembly 7 can be switched into a first switching position and a second switching position. In the first switching position, the damping device 3 and the shock absorber system 8 are operatively connected to each other. On the other hand, when the coupling assembly 7 is shifted into the second switching position, this operative connection between the damping device 3 and the shock absorber system 8 is released.

As can be seen in fig. 1, the torsional vibration damper 1 is designed as part of a friction clutch/main clutch 9 of a powertrain 10 for a motor vehicle. With the friction clutch 9 closed, torque from a drive source, such as an internal combustion engine, is thus transmitted to an output shaft 4, for example a transmission input shaft, via the crankshaft 2 which can rotate about the axis of rotation 11 and is actively connected to the drive source and the friction clutch 9.

For this purpose, a flywheel mass 12 is arranged on the crankshaft 2 in a non-rotatable manner and is connected in a manner not shown to the friction linings 13 of the friction clutch 9. The friction clutch 9 also has a pressure plate 14 which is connected to the other friction lining 13. If the friction clutch 9 is now closed for torque transmission, the pressure plate 14 together with the additional friction lining 13 is pressed against a clutch disk 15 arranged between the friction lining 13 and the flywheel mass 12.

The clutch discs 15 are connected in a non-rotatable manner to a first driver disc 16 and a second driver disc 17 of the damping device 3 designed as rocker dampers 18. In other words, the clutch disk 15 and the

driver disks

16, 17 connected thereto in a non-rotatable manner serve as the primary side 5 of the damping device 3 in the torsional vibration damper 1 according to the preferred exemplary embodiment. The

driver discs

16, 17 are also arranged on both sides of a hub disc/hub flange 20 which is connected in a non-rotatable manner to a hub 19, wherein the hub 19 is received in a non-rotatable manner on the output shaft 4. That is, the

driver disks

16, 17 transmit the torque introduced via the clutch disk 15 with the interposition of the rocker damper 18 to the hub disk 20 serving as the secondary side 6 and thus via the hub 19 to the output shaft 4.

Furthermore, as shown in fig. 1 and described in more detail below, damper system 8 may be non-rotatably coupled to hub 20 via coupling assembly 7 such that damper system 8 may be coupled or may be decoupled depending on the torque applied to crankshaft 2 and, therefore, to hub 20. The damper system 8 is also supported/mounted on the hub 20 via a support portion/point 21.

Fig. 2 shows an exploded perspective view of the torsional vibration damper 1 according to a preferred exemplary embodiment. As can be seen in fig. 2, the actuator disk 16 is arranged on a rocker damper 18. Furthermore, as can be seen in fig. 3, a connecting element 22 is fixed on the hub 20 in a non-rotatable manner. The connecting element 22 is cylindrical and has axially formed recesses 23 evenly distributed over its outer peripheral surface. As can be seen in fig. 4, in the assembled state, the teeth 24 formed on the inner circumference of the ramp disk 25, which is designed in the form of a ring, engage in the recesses of the connecting element 22, so that the ramp disk 25 is fixed on the connecting element 22. The ramp disk 25 has ramps 26 distributed uniformly over its circumference, which ramps can be moved relative to ramps 27 of a ramp ring 28 when the ramp disk 25 is rotated, whereby the axial relative distance between the ramp disk 25 and the ramp ring 28 is changed.

Further, the ramp ring 28 is provided with a window portion 29 which protrudes inwardly as a radial recess from the outer peripheral surface of the ramp ring 28. Tongues 30 formed on the driver disc 16 engage in these windows 29 in the assembled state so that the ramp ring 28 is substantially driven by the driver disc 16.

As can be seen in fig. 2, on the side of the ramp ring 28 facing away from the rocker damper 18, a centrifugal pendulum 31 is arranged, which serves in the preferred exemplary embodiment as a shock absorber system 8 and is preferably realized in a double-flange design. The centrifugal pendulum 31 comprises in a known manner a plurality of pendulum masses 33 which are distributed over the circumference and can be displaced relative to the centrifugal pendulum flange 32 designed as two parts in order to be able to absorb possible oscillations. A disk spring 34 is inserted in the axial direction between the centrifugal force pendulum 31 and the ramp ring 28. The disk spring 34 exerts an axial force on the centrifugal pendulum 31 or the ramp ring 28. In the assembled state of the torsional vibration damper 1, the centrifugal force pendulum 31 is supported on the outer surface of the ramp ring 28. That is, for the centrifugal pendulum 31, and thus for the damper system 8, as discussed above, the outer surface of the ramp ring 28 serves as the bearing 23.

Furthermore, the torsional vibration damper 1 has a conical ring 35 which is fixed in the assembled state to the connecting element 22, preferably via a screw connection. The conical ring 35 thus fixes the centrifugal force pendulum 31, the disk spring 34, the ramp ring 28 and the ramp disk 25 in this order in the axial direction on the connecting element 22. Furthermore, the conical ring 35 has an outer circumferential conical surface 36 which is operatively connected to a conical surface 37 formed on the inner circumference of the centrifugal pendulum flange 32 in accordance with the switching position. In the first switching position, the two conical surfaces 36, 37 are thus engaged in a friction-fit manner for torque transmission, while in the second switching position, the two conical surfaces 36, 37 are axially spaced apart from one another, so that no torque is transmitted to the centrifugal force pendulum 31.

With the friction clutch 9 engaged, the driver disk 16 arranged in a non-rotatable manner on the rocker damper 18 will rotate if the torque is now transmitted via the clutch disk 15 to the rocker damper 18. This results in a relative movement between the driver disk 16 and the hub 20 or the connecting element 22 arranged on the hub 20 in a non-rotatable manner. This relative movement in turn causes a relative rotational movement between the ramp disk 25 and the ramp ring 28, whereby the ramps 26, 27 slide relative to each other and thus increase the axial distance between the ramp disk 25 and the ramp ring 28. This means that the ramp ring 28 is displaced axially away from the driver disk 16 due to the relative movement between the driver disk 16 and the connecting element 22. This in turn compresses the disc spring 34 and thus presses it against the centrifugal pendulum flange 32. When the disc spring 34 presses against the centrifugal pendulum flange 32, the two conical surfaces 36, 37 form a frictional contact, which makes the centrifugal pendulum 31 available for absorbing rotational irregularities.

In other words, according to a preferred exemplary embodiment, the torsional vibration damper 1 has a ramp system consisting of a ramp ring 28 and a ramp disk 25 for triggering a switching process between a first switching position and a second switching position. Furthermore, the disc springs 34 in the torsional vibration damper 1 according to the preferred exemplary embodiment are used to exert an axial force. In order to produce an operative connection between the rocker damper 18 designed as a damping device 3 and the centrifugal pendulum 31 serving as a shock absorber system 8, the coupling assembly 7 is realized in the torsional vibration damper 1 according to the preferred exemplary embodiment via a cone clutch realized with two cone surfaces, a cone surface 36 of the cone ring 35 and a cone surface 37 of the centrifugal pendulum flange 32.

In other words, the connecting element 22 is fixed to the hub 20 of the rocker damper 18. The conical ring 35 is fixed to the connecting element 22. As indicated above, any connection method such as screwing, welding, brazing, riveting, cold forming may be used for this. The connecting element 22 can also be made of sheet metal. The conical ring 35 is equipped with a conical surface 36 (conical clutch surface) for transmitting a friction torque and the centrifugal pendulum flange 32 is equipped with a conical surface 37 (conical clutch surface) for transmitting a friction torque.

The ramp ring 28 is provided with a window 29. The actuator disk 16 of the rocker damper 18 is equipped with a tongue 30 that fits into a window 29 of the ramp ring 28. The ramp ring 28 is driven by the tongue 30 of the actuator disk 16.

The ramp ring 28 is also equipped with a ramp 27. The ramp disk 25 is fixed to the connecting element 22. The ramp disk 25 is equipped with a ramp 26.

If a torque transmission now takes place in the friction clutch 9, the ramp system, i.e. the ramp ring 25 and the ramp disk 25, is driven by the relative rotation of the driver disk 16 and the hub 20. The ramp ring 28 moves to the left in fig. 2 and presses the disk spring 34 against the centrifugal pendulum flange 32. Thus, the conical surfaces 36, 37 are pressed together and the centrifugal pendulum 31 is coupled.

The conical surfaces 36, 37 may also be equipped with further friction rings (e.g. intermediate rings made of plastic) for transmitting the friction torque, in order to improve the friction characteristics.

The support of the centrifugal force pendulum 31 is ensured by the outer circumferential surface of the ramp ring 28.

List of reference numerals

1. Torsional vibration damper

2. Crankshaft

3. Damping device

4. Output shaft

5. Primary side

6. Secondary side

7. Coupling assembly

8. Shock absorber system

9. Friction clutch

10. Powertrain system

11. Axis of rotation

12. Flywheel wheel

13. Friction lining

14. Pressure plate

15. Clutch disc

16. Driver disk

17. Driver disk

18. Rocker damper

19. Hub

20. Hub plate

21. Support part

22. Connecting element

23. Concave part

24. Tooth

25. Slope plate

26. Slope

27. Slope

28. Slope ring

29. Window part

30. Tongue-shaped part

31. Centrifugal pendulum

32. Centrifugal pendulum flange

33. Pendulum mass

34. Disc spring

35. Conical ring

36. Conical surface

37. Conical surface

Claims

1. A torsional vibration damper (1) for damping rotational irregularities of a shaft (2) drivable by an internal combustion engine, comprising: a damping device (3) having, in a torque flow from the shaft (2) to an output shaft (4), a primary side (5) arranged for receiving a torque and a secondary side (6) arranged for transmitting the torque to the output shaft (4); and a shock absorber system (8) which can be coupled to the damping device (3) via a coupling assembly (7), wherein the coupling assembly (7) in a first switching position produces an at least partial operative connection between the shock absorber system (8) and the damping device (3) and in a second switching position releases the operative connection, characterized in that the shock absorber system (8) bears on the secondary side (6) of the damping device (3).

2. Torsional vibration damper (1) according to claim 1, characterized in that the coupling assembly (7) is switchable between the first and the second switching position due to a relative rotational movement between a driver disc (16) and a hub disc (20) of the damping device (3).

3. The torsional damper (1) according to claim 1 or 2, characterized in that the coupling assembly (7) is designed as a normally disengaged coupling.

4. A torsional vibration damper (1) according to any of the preceding claims 1-3, characterized in that the coupling assembly (7) is configured to frictionally couple the shock absorber system (8) to the damping device (3) in the first switching position.

5. The torsional vibration damper (1) according to claim 4, characterized in that the coupling assembly (4) is designed as a conical clutch with a conical ring (37) which is arranged on the damping device (3) and which is frictionally connected to a conical surface (39) of the shock absorber system (5) in the first switching position.

6. Torsional vibration damper (1) according to claim 5, characterized in that an intermediate ring, preferably made of plastic, is arranged between the conical ring (37) of the damping means (3) and the conical surface (39) of the shock absorber system (5).

7. Torsional vibration damper (1) according to any of claims 1 to 6, characterized in that the damping device (3) is designed as a rocker damper (18).

8. Torsional vibration damper (1) according to one of the preceding claims 1 to 7, characterized in that the shock absorber system (8) is designed as a centrifugal pendulum (31), preferably as a double-flange design.

9. Torsional vibration damper (1) according to any of the preceding claims 1 to 8, characterized in that, for producing an operative connection between the damping device (3) and the shock absorber system (8), a ramp system is provided with a ramp disc (27) arranged non-rotatably on the damping device (3) and a ramp ring (30) axially displaceable relative to the ramp disc (27) in dependence on the load of the shaft (2).

10. A powertrain (11) for a motor vehicle driven by an internal combustion engine for transmitting torque from a crankshaft (2) connected to a drive source to an output shaft (4), characterized in that a torsional vibration damper (1) according to any of the preceding claims 1-9 is arranged in the torque flow between the crankshaft (2) and the output shaft (4).